Limitedclear wrote: Renesis04 wrote:Lets hear the whacky van driver story eh?? LOL...Which one?! When I referred to learning things from the Whacky Van Driver I was thinking of many things. Sometimes you can learn what other crews have told the van driver about their plans or in the case of overlapping crew districts, how the guys at the other terminal are thinking (for example, what work of yours they are trying to poach by reversing the manning arrangements). Other things are locations where the cab can reach you if you outlaw, how many drivers are at your terminal and what shifts (in case you know some that are SCARY, you can hopefully use your seniority to avoid them.) As far as whacky van driver stories, I've decided that this idea rates a separate thread. Look for it under that name. I'm sure many of the T&E folks on the board and others have a favorite van story to share and perhaps others do as well. Keep in mind that I am talking about the contract van drivers, not the railroad employees (clerks in my experience) who sometimes serve a similar function at large yards. LC
Renesis04 wrote:Lets hear the whacky van driver story eh??
LOL...Which one?!
When I referred to learning things from the Whacky Van Driver I was thinking of many things. Sometimes you can learn what other crews have told the van driver about their plans or in the case of overlapping crew districts, how the guys at the other terminal are thinking (for example, what work of yours they are trying to poach by reversing the manning arrangements). Other things are locations where the cab can reach you if you outlaw, how many drivers are at your terminal and what shifts (in case you know some that are SCARY, you can hopefully use your seniority to avoid them.)
As far as whacky van driver stories, I've decided that this idea rates a separate thread. Look for it under that name. I'm sure many of the T&E folks on the board and others have a favorite van story to share and perhaps others do as well. Keep in mind that I am talking about the contract van drivers, not the railroad employees (clerks in my experience) who sometimes serve a similar function at large yards.
LC
Shoot we could start a Forum catagory with "...stories from the rubber tire!"
zardoz wrote: If you go in with an "I'm a college-educated official and these slack-jawed hourly workers better listen to me" attitude, those fellas with have you for lunch and spit you out before the ink is dry on your resume. They will screw you (and the railroad) into the ground such that you will have to look up to see the bottom. However, if you go there with an "Let's work as a team, and will you guys please teach me how things work so we can take care of our customers" attitude, you just might find your job (and life) to be a whole lot easier.
If you go in with an "I'm a college-educated official and these slack-jawed hourly workers better listen to me" attitude, those fellas with have you for lunch and spit you out before the ink is dry on your resume. They will screw you (and the railroad) into the ground such that you will have to look up to see the bottom.
However, if you go there with an "Let's work as a team, and will you guys please teach me how things work so we can take care of our customers" attitude, you just might find your job (and life) to be a whole lot easier.
Z-
As usual the font of wisdom. (No sarcasm at all!)
As someone who went into train service with undergraduate and graduate degrees that is the bottom line truth.
I was fortunate to have worked my way up in a couple of different occupations before the RR. It stood me in good stead with the people I worked with. Be open, approachable and listen to everyone. You will learn much from the crews and other supervisors. You will learn what to do AND what not to do. You will even learn things from the whacky van drivers at times.
Get out of your office often, you'll have to anyway. Take things like lantern batteries, gloves (leather and rubber), snow rubbers, water bottles, air hoses, air hose patch, lots of air hose gaskets, first aid kits, snake bite kits, trashbags and anything else a crew might need in the trunk of your car. We had one TM who had a spare knuckle in his SUV (which worked out great one night). Make sure you learn from the engineering folks too as you will be at plenty of derailments. Always have a tape measure handy and get yourself a track guage too. For yourself, invest in a good pair of boots and good quality rain gear and a good jacket. I am partial to the fleece lined windbreaker type as they are short and won't snag on things.
One last point. You are the boss. That doesn't mean you should be over authoritarian. It does mean you need to be the mature thinking one out there. Be firm, not punitive. You still need to earn respect. Many train crews can act downright juvenille and quarrel with you and among themselves. You may well have to break up fights between crewmembers. Always try to be reasonable. Remember, you will have many times when you will need to call on these folks when you don't have a crew for a particular train or you need an extra brakeman or engineer for some particularly bad duty. Your willingness to be fair and almost parental to guys much older than you will be your salvation at these times.
I forgot to mention....
If you are a termial trainmaster, your most important partner will be your yardmaster. A good yardmaster will make your job a hundred times easier. He will keep the yard fluid, the crews under control, and the customers happy with little input from you.
A bad one, can make it a nightmare. You will have to watch everything he does, keep the crews settled down, and talk to more disgruntled customers.
The trainmaster is like the company commander, he issues the orders. The yardmaster is like the first sergent, he makes it happen.
Nick
Take a Ride on the Reading with the: Reading Company Technical & Historical Society http://www.readingrailroad.org/
I've been a railfan for a long time, and just started volunteering with a tourist line last spring. I thought I had a reasonable handle on things, and my knowledge has been a help, but I've also been finding out exactly how much I don't know. I'll be getting rules qualified in the spring, so I've been spending a lot of time in the books. Pardon the pun, but it is an education.
You definitely want to spend some time with the crews - as has been noted, seeing the world of railroading from their point of view has immense value.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
The crews know their jobs and none but the newbies will go out of their way to make it harder for themselves. Tell them what needs to be done and then leave them alone to do it. Stay close enough to provide assistance if needed.
You will learn quickly enough which employees may take you for a ride but be willing to give them the benefit of the doubt. Some employees will come with a reputation but not all of that may be earned. Start everyone new to you with a clean slate and go from there.
We got instructions from a yardmaster to clean out a bunch of yard lead switches to line in a short time coal train. It was snowing and blowing like mad and we were in where it was warm and toasty on beans. The newly hired off the street trainmaster came down in about 20 minutes to see if the tracks were cleaned out. Well, no we were eating and had about 20 more minutes by the dispatcher's figures before the train would arrive. So the TM heads out the door with broom and shovel in hand and takes on about 5 switches. As fast as he could clean out a bit of the points and rods they drifted back in. He was hot and cold at the same time. So beans is over and we come out of the shanty and I invite the the young fellow into the warmish cab with me. I tell him he will just get in the way down there. The crew pulls down the air hose and pipe attached to the main reservoir and proceeded to blast the packed snow out of the switches and had the trainlined in in about 10 minutes. The coal train was not delayed. I asked the TM if he had learned anything from the exercise. He admitted he had a lot to learn but he realized the crews knew more about the tools and timing needed to get the job done. I said he was right but he had to insure the crews had the hose and pipe available to each job when winter came along the following year. And that is sort of how it works.
I hardly know where to start. You've just sold your soul to the railroad. On call 24-7, weekends, holidays, dead of night, pouring rain, blinding snow.
Are you in train service already? Or hired right off the street?
Being a yardmaster/trainmaster that came up through the ranks...I think it's big mistake to hire trainmasters without prior railroad experiance.
From your point of view...if you mess up...you're looking for another job (and it won't be with another Class I). If I mess up...I go back to train service.
From the crew's point of view....you don't know which end is up. You will have to work far harder then I did to gain the crew's respect. I know what it takes to switch that industry or get the train over the road. I've walked that train at midnight in the driving rain. I also know, because I've done them, what the short cuts and tricks are. So the crews, know they can't pull one over on me, and for the most part, don't try.
Make sure you pay attention during Railroading 101. You have to know as much as your crews do and more.
The crews are your partners. Ask for their advice. There are times when you will have use a direct order to make them do something, but try not to do it too often. Most of the time, the crew will come up with the best solution to a switching problem.
We had one trainmaster (from Harvard of all places) that was a brilliant man. But had never worked a day on the ground. The crews never really took him seriously. He had an encyclopedic knowledge of proceedures, but really didn't understand the mechanics of it, and consequently, became very agitated when things didn't go exactly as planned, which was usually. Soon, he had words with the wrong employee, and was shown the door.
You must learn to be flexible. Things can change by the minute. I make a plan for the next 8 to 12 hours. Usually, though, that plan lasts until the first wheel turns, and then it needs modified, sometimes, I have to scrap my first plan entirely and start over.
You need to keep a large amount of information at your finger tips - locomotive assignments, train call times, trains enroute, work to be preformed etc. I use worksheets that I keep in a binder to keep track of this information, and what my plan for the day is.
You are also the face of the company. To the crews you are the embodiment of company policy...the taskmaster, and displinarian. To the public, you're the person responsible at an accident scene, or when a crossing is blocked. To the customer, you're the reason his cars aren't spotted right, and to the company you're the fall guy when something goes wrong.
Hope this was enlighting. If you would like more information, don't hesitate to ask.
Never too old to have a happy childhood!
Our community is FREE to join. To participate you must either login or register for an account.